EcuTek or Openflash Tuning Devices? Can't Go Wrong With Either

What is the single most important upgrade/mod your engine needs in order to survive any performance enhancements done to your engine? That would be the tune. Now decades ago, when older gearheads had giant tires on the back of their 68’ Camaro, you could stuff in a larger motor, make it louder than a riot with headers, no mufflers, and drive it to the dragstrip while your cigarettes were rolled up in your shirt sleeve. Back in the 60’s and 70’s, the majority of fast cars had carburetors. Many of these cars had a cam-driven mechanical fuel pump that pulled fuel from a rubber hose that ran into the gas tank, and tuning was performed by twisting a few screws on the carburetor. Tuning was narrowed down to not seeing black or white smoke coming out of the exhaust, and if the engine ran smoothly throughout the powerband.

As the 80’s advanced with fuel injection and DMEs (aka ECUs), tuning got a little complex, but we had power chips back then which were programmed to confuse the ECU into delivering more fuel while advancing the timing. The result was more horsepower. In the 90’s with turbo legends coming out of Japan such as the 300ZX, FD RX-7, and the MKIV Supra, companies such as HKS and Greddy were finding ways of making substantial amounts of horsepower through bigger injectors, bigger turbochargers, and exhaust upgrades. But they had to figure out how to manipulate the ECU into thinking that it had larger injectors, and that it was normal to have a larger turbo that was going to flow a substantial amount of air than the factory smaller twin turbo setups. They certainly figured out how to do it, but it wasn’t good enough.

Back in the late 90’s and early 2000s, tuners, performance manufacturers, and competitive racers in the sport compact scene hit the ceiling of what could be done through the factory ECU. So, companies such as AEM Electronics, Haltech, and Motec went into overdrive by developing complete standalone EMS systems to allow owners to have complete control of all tuning parameters of their engines. This would be ignition tuning, injector size, cold starts, hot starts, what camshafts the engine has, and ramped boost per gear among a myriad of other settings they can set to their discretion. The biggest problem was that the learning curve to use a standalone EMS resulted in countless blown engines worldwide because tuning through inexperienced hands always resulted in catastrophic failure.

The biggest problem with standalone tuning in the 2000s was that success was measured in high horsepower dyno numbers. Something that was never sustainable for the streets because you had to rely on race gas, boost controller settings, internal problems with EMS systems, elevation changes, blown spark plugs, and lack of air/fuel ratio monitoring. Engine failure happened when tuners would add too much timing up top on the tune to make the most power, and this would result with stretched fuel systems that leaned out the motor in the upper RPM range that would always detonate and melt pistons. Now this wasn’t always the case. A responsible tuner could make big numbers to satisfy dyno numbers for one’s ego, but they would keep timing, boost targets, and cold starts sensible so that owners could enjoy their cars to a degree.

Keep in mind that this was mainly a problem in the early 2000s, and in present day, all enthusiasts are well away of the risks of going with standalone units, and standalone EMS systems are much more advanced with built-in tunable fail safes to save your motor if a parameter gets outside of its threshold.

 

FINDING A GREAT MIDDLE GROUND

Now HKS had developed a good piggyback tuning device called the VPC (vein pressure converter). This had upgradable chips that worked with different injector sizes, and it had a few knobs that you could adjust to allow the ECU to recognize that the car was operating without a mass air flow sensor and converted into speed density for better flow.

But the breakthrough was done by the highly esteemed COBB Tuning, with the invention of their very popular Accessport. Back in 2004 when the AWD wars were in full swing with the Subaru WRX, along with the release of the STI in 2004, the brains of COBB Tuning put together a handheld device that plugged into the OBD2 port. Not only was this revolutionary, but they had off-the-shelf MAPS that you could download to work with current or future modifications. In fact, COBB’s Accessport became the preferred handheld tuning device for other models that included the Nissan GT-R. Volkswagen Golf R, and model Porsche 911 Turbo models.

However, as new technology advanced, tuning got more complex as some of today’s vehicles have more than one ECU. In fact, there are ECUs that are designed to control other areas of vehicles other than the engine. The problem is that many of these ECU’s work with the engine’s ECU, so software engineers in the automotive industry whether with COBB Turning or other manufacturers had to get over these hurdles.

 

WHAT IS A PIGGY-BACK SYSTEM?

So standalone systems such as the AEM EMS, Motec, Haltech, etc., are complete replacements for your ECU, and are pretty much off-road use only as all race cars will have a standalone to work with their setups.

A piggy-back system will plug into your vehicle’s OBD2 port and will tap into your ECU where it will manipulate the ECU into thinking that it has a larger injector, it can advance the timing, and depending on what tuning device you have, the features are much more advanced than they were a decade ago.

 

FLASH TUNE vs PIGGYBACK?

A flash tune is where you have a local tuner who can tap into your ECU and change the settings. Not like a standalone EMS system, but enough to where you can convert your intake into speed density, injector size and duty cycle, as well as boost settings. The problem with flash tuning is that if you need adjustments for other mods such as larger injectors, turbo, or fuel type, you need to make an appointment with the tuner you used. Many modern piggy-back systems such as the latest version of the COBB Accessport, or in this case, the Openflash Tablet or Ecutek will have downloadable MAPS to work with mild to moderate upgrades.

 

OPENFLASH TUNING TABLET OFT 2.0 VERSION 2 2013-2021 BRZ/FR-S/86

 

The Openflash tuning unit is pretty slick that is loaded with features. The handheld tablet features a nice touchscreen where you can make changes or adjustments, and the slim profile allows users to store this tablet in the glovebox when not in use. The features included in the Openflash include but are not limited to:

 

 

 

 

ECUTEK RACEROM 2013-2021 BRZ/FR-S/86

Now when compared to the Openflash, the EcuTek also packs many beneficial tuning features to support modifications that include forced induction. The EcuTek is a small plug-in device that plugs into your OBD2 port as well, however, it is compact and stays out of the way. Now EcuTek does have many options in terms of licensing, and different devices are available in staged tunes as well.

Here are some features:

• Map switching.
• Custom MAPS that offer unique functionalities.
• Traction control.
• Flex fuel.
• Closed-loop boost control.
• Speed density-based engine calibrations.
• Tunes for forced induction.

 

ECUTEK OPTIONS:

EcuTek RaceROM 2013-2021 BRZ/FR-S/86

 

 

 

 

 

EcuTek Tune License 2013-2021 BRZ/FR-S/86

EcuTek Stage 1 Tune 2013-2021 BRZ/FR-S/86

Ecutek Stage 2 Tune 2013-2021 BRZ/FR-S/86

EcuTek E85 Tune 2013-2021 BRZ/FR-S/86

 

In the end, for those of you who have a first-generation BRZ, FR-S, or 86 and have substantial upgrades that take performance well-beyond that 200 HP naturally aspirated platform, you’ll need tune. Whether it be a standalone unit, or a piggy-back system, you will need a tune to control those larger injectors, fuel type, or if you have a turbocharger or supercharger. The EcuTek is a great upgrade for those of you who will run forced induction, and will have the features needed add more power, and to maximize the performance. The Openflash unit is more user-friendly but will enhance the driving experience without the need for a laptop. Either way, always know through a standalone EMS, or a piggyback handheld device, ALWAYS have a professional tuner make the appropriate changes needed to make your engine make great power, but more importantly, last to give you plenty of smiles per gallon as they say.